EP1745947A2 - Luftreifen mit geräuschabsorbierendem Einsatz - Google Patents

Luftreifen mit geräuschabsorbierendem Einsatz Download PDF

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Publication number
EP1745947A2
EP1745947A2 EP06013738A EP06013738A EP1745947A2 EP 1745947 A2 EP1745947 A2 EP 1745947A2 EP 06013738 A EP06013738 A EP 06013738A EP 06013738 A EP06013738 A EP 06013738A EP 1745947 A2 EP1745947 A2 EP 1745947A2
Authority
EP
European Patent Office
Prior art keywords
noise damper
width
tread
tire
damper
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06013738A
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English (en)
French (fr)
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EP1745947A3 (de
EP1745947B1 (de
Inventor
Naoki Yukawa
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Sumitomo Rubber Industries Ltd
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Sumitomo Rubber Industries Ltd
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Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Publication of EP1745947A2 publication Critical patent/EP1745947A2/de
Publication of EP1745947A3 publication Critical patent/EP1745947A3/de
Application granted granted Critical
Publication of EP1745947B1 publication Critical patent/EP1745947B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube

Definitions

  • the present invention relates to a low noise pneumatic tire, more particularly to a combination of a pneumatic tire with a round tread profile and a noise damper adhered to the radially inner face of the tread portion.
  • motor-cross motorcycle tires are provided with tread patterns having large negative ratio based on tread blocks and/or lugs, and inevitably, a large tire noise is generated during running on the well paved roads. Further, the engine noise of the motor-cross motorcycles is usually large. Therefore, a demand for low-noise tires is scarce in this tire category.
  • the street motorcycle tires When compared with the motor-cross motorcycle tires, the street motorcycle tires have relatively small negative ratios, in other words, the tread face is relatively smooth. Accordingly, the tire noise during running on the well paved roads becomes smaller by nature. Despite such a low-noise nature, the tires sometimes generate a large noise at a certain running speed as shown in Fig.10.
  • the main cause of the large noise is a resonance of air in the tire cavity of a rear tire.
  • the noise became increased when the frequency (645 Hz) of the 3rd-order resonance became near the primary frequency of tire vibration during running at a certain speed (105 km/hour) which primary frequency is varied by the running speed, depending on the tread pattern pitches.
  • the tread portion In the case of motorcycle tires, the tread portion is curved with a relatively small radius when compared with the passenger car tires, and the inner face of the tread portion has accordingly a small radius of curvature in the tire meridian section. Therefore, when adhering such a damper to the inner face of the tread portion, the damper especially the edge portion thereof is very liable to get out of order, and as the width of the damper increases, the rate of occurrence of wrinkles increases. Thus, the durability as well as commercial value is decreased. Further, the efficiency of the adhesion work tends to be lowered.
  • an object of the present invention to provide a noise damper which is easy to adhere to the curved tread portion's inner face in good order and thus suitable for motorcycle tires, and also a low-noise pneumatic tire with a noise damper in which the durability of the noise damper and the commercial value of the tire can be improved.
  • a pneumatic tire comprises a tread portion which is curved so that a tread face has a radius of curvature in a range of from 50 to 220 mm, and a noise damper has a joint surface to be adhered to the radially inner face of the tread portion, the noise damper made of a flexible material having a specific gravity of 0.005 to 0.060 and a length substantially equal to the inner circumference of the tire, wherein the noise damper provided with one of the following three designs: (1) the joint surface is curved to fit to the radially inner face of the tread portion and has a width; (2) the joint surface is substantially straight and has a width not more than 30 % of the width of the tread face measured along the tread face; and (3) the joint surface is substantially straight and has a width more than 30 % of the width of the tread face measured along the tread face, and each side edge of the noise damper is provided along the length thereof with notches, and the noise damper has a thickness not more than the width.
  • the noise damper can be easily adhered to the inner face of the curved tread portion in good order without wrinkle, and thus deterioration of the damper durability and degrading of the tire commercial value can be prevented.
  • pneumatic tire 1 comprises: a tread portion 2 with tread edges Te; a pair of axially spaced bead portions 4; a pair of sidewall portions 3 extending between the tread edges Te and the bead portions 4; a carcass 6 extending between the bead portions 4; and a tread reinforcing belt disposed radially outside the carcass in the tread portion.
  • the tire 1 is a street motorcycle tire of which tread portion 2 is provided with grooves (not shown) so as to form a tread face 2S having a relatively small negative ratio thus which is relatively smooth when compared with those of the motor-cross motorcycle tires.
  • the bead portions 4 are each provided therein with a bead core 5 and a bead apex 6 on the radially outside thereof.
  • the bead apex 6 is made of a hard rubber extending radially outwardly from the bead core 5 while tapering towards its radially outer end. The radially outer end reaches to a midpoint of the radial extent of the sidewall portion to reinforce the bead portion and lower sidewall portion.
  • the carcass 6 comprises at least one ply 6A, 6B (in the Fig.1 example, two plies 6A and 6B) of organic fiber cords arranged at an angle of 70 to 90 degrees with respect to the tire equator C, and extending between the bead portions 4 through the tread portion 2 and sidewall portions 3, and turned up around the bead core 5 in each bead portion 4 from the inside to the outside of the tire so as to form a pair of turned up portions 6b and one main portion 6a therebetween.
  • the inside of the carcass 6 is covered with an inner liner 9 made of an air-impermeable rubber, forming the inner surface s of the tire.
  • the tread portion 2 is curved with a relatively small radius TR of curvature when compared with tires in other categories such as passenger car tires, and as a result, the maximum cross sectional width of the tire lies between the tread edges Te. From one of the tread edges Te to the other, the tread portion 2 has a substantially constant overall thickness, therefore, the inner face of the tread portion also has a relatively small radius of curvature less than the above-mentioned radius TR.
  • the tread portion 2 is provided with an arched profile which can be made up of a single radius curve or a multi-radius curve.
  • the tread radius TR defined as follows is in a range of from 50 to 220 mm, wherein the tread radius TR is the radius of a circle passing three points on the tread face 2S in the meridian section of the tire in the normally inflated unloaded state of the tire.
  • the three points are a point on the tire equator C and a point on each side of the tire equator, and the distance therebetween is, along the tread face, 1/4 of the tread width TW as measured between the tread edges Te along the tread face.
  • the normally-inflated unloaded state of the tire is such that the tire is mounted on a standard wheel rim and inflated to a standard pressure but loaded with no tire load.
  • a normally-loaded state is such that the tire is mounted on the standard wheel rim and inflated to the standard pressure and loaded with a standard load.
  • the standard wheel rim is a wheel rim officially approved for the tire by standard organization, i.e. JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe), STRO (Scandinavia) and the like.
  • the standard pressure and the standard tire load are the maximum air pressure and the maximum tire load for the tire specified by the same organization in the Air-pressure/Maximum-load Table or similar list.
  • the standard wheel rim is the "standard rim” specified in JATMA, the “Measuring Rim” in ETRTO, the “Design Rim” in TRA or the like.
  • the standard pressure is the “maximum air pressure” in JATMA, the “Inflation Pressure” in ETRTO, the maximum pressure given in the “Tire Load Limits at various cold Inflation Pressures” table in TRA or the like.
  • the standard load is the "maximum load capacity" in JATMA, the “Load capacity” in ETRTO, the maximum value given in the above-mentioned table in TRA or the like.
  • the "dimensions" of respective parts or portions of the tire are measured in the normally inflated unloaded state of the tire.
  • a spiral band 7 is used as the tread reinforcing belt in this embodiment.
  • the spiral band 7 is formed by spirally winding one or more organic fiber cords at a small angle of at most 5 degrees with respect to the tire equator C.
  • the band cord(s) is wound into a single layer or ply in this example, but winding into multi layers partially or wholly is also possible.
  • the spiral band 7 extends over 70%, preferably over 80% of the tread width TW.
  • a cross-ply breaker is disposed between the band 7 and the carcass 6 or alternatively a cross-ply breaker is disposed instead of the band 7.
  • the cross-ply breaker comprises two plies each made of organic fiber cords laid parallel with each other at an angle of 10 to 60 degree with respect to the tire equator C but crosswise to the cords in the next ply.
  • a noise damper 11 is adhered to the inner face TS of the tread portion 2.
  • sponge-like porous materials prepared by foaming a rubber or a synthetic resin, for instance, synthetic resin foams (such as ether based polyurethane foam, ester based polyurethane foam and polyethylene foam), rubber foams (such as chloroprene rubber (CR) foam, ethylene-propylene rubber (EPDM) foam and nitrile rubber (NBR) foam) and the like.
  • synthetic resin foams such as ether based polyurethane foam, ester based polyurethane foam and polyethylene foam
  • rubber foams such as chloroprene rubber (CR) foam, ethylene-propylene rubber (EPDM) foam and nitrile rubber (NBR) foam
  • CR chloroprene rubber
  • EPDM ethylene-propylene rubber
  • NBR nitrile rubber
  • the closed-cell type foams can be used, but open-cell type foams are preferred.
  • spongy materials i.e., rubber foams or sponges and synthetic resin foams or sponges
  • unwoven fabrics made from fibers (synthetic fibers, plant fibers and/or animal fibers) for example by loosely intertwining or bonding the fibers.
  • the specific gravity of the damper material is at most 0.060, preferably less than 0.045, more preferably less than 0.040, but at least 0.005, preferably more than 0.010, more preferably more than 0.016. If the specific gravity is less than 0.005 or more than 0.060, the effect to control the cavity resonance tends to decrease.
  • the damper material will have a high water absorptivity as its nature. Therefore, if the noise damper adhered to the tire gets wet with rainwater during the storage of the tire or in transit, and the tire is mounted on a rim in the state that water is absorbed by the noise damper, then there arise problems that weight balance of the wheel is impaired, and the absorbed water penetrates into the tire rubber and wheel rim.
  • water repelling treatment can be preferably applied to the noise damper 11.
  • a known water repellent can be incorporated into a resin or a rubber when preparing the spongy material therefrom.
  • Preferable water repellents are, for example, esters of a monohydric alcohol with an aliphatic or alicyclic dicarboxylic acid.
  • the damper material is formed in a form of strip having a predetermined length, and the damper material is bent along the inner circumference of the tire to be adhered to the inner face TS of the tread portion 2.
  • the shape and size of the damper material are specifically defined as follows.
  • Fig.2 shows a first example of the damper material, wherein in its stress-free state not yet adhered, the surface 20 to be adhered (hereinafter, the joint surface 20) is convexly curved similarly to the curvature of the inner face TS so as to closely fit to the inner face TS.
  • the width w is preferably set in a range of not more than 80 % of the axial width wt between the bead toes 4E.
  • the width of the flat part has to be not more than 30 % of the tread width TW along the tread face 2s. If more than 30 %, the above-mentioned problems such as wrinkles are liable to occur.
  • the width w of the damper material has to be not more than 30 % of the tread width TW.
  • the thickness H is not less than 5.0 mm, and preferably at least 0.6 times the width w.
  • each of the axial edges 11e has to be provided along the length thereof with V-shaped notches 24 at regular intervals.
  • the width w is preferably not more than most 90 %, more preferably less than 75 % of the tread width TW.
  • the notch 24 extends from the side edge 11e of the damper material toward the center line N thereof, while decreasing the gap (K) between the opposed edges 24e thereof, and terminates before the center line N at an axial distance Ye from the side edge 11e.
  • the noise damper 11 accordingly has a continuous central portion Yc between the axially inner ends of the notches 24, and side portions Ye divided by the notches 24.
  • the width wc of the central portion Yc is more than 30 % of the tread width Tw, wrinkles tends to occur in the central portion Yc. If the width wc is less than 20 % of the width w of the noise damper 11, the noise damper may lack strength, so breaking is easy to occur during adhesion working and the handling property is impaired. Therefore, it is preferable that the width wc of the central portion Yc is not more than 30 % of the tread width TW, but not less than 20 % of the width w of the damper material.
  • each notch 24 Upon adhesion of the noise damper, the opposed edges 24e of each notch 24 approach each other, whereby the difference in the circumferential length occurring between the different tire-axial positions is absorbed, and generation of wrinkles can be prevented.
  • the edges 24e are straight when viewed normal to the joint surface 20.
  • the edges 24e can be convexly curved lines so as to increase the gap (K) in an accelerated manner toward the side edge 11e. This will be particularly preferable in the case that the width w is relatively large.
  • the gap (K) is determined according to the curvature of the tread inner surface TS, the width w and length L of the noise damper 11 and the number of notches 24 so that the gap (K) becomes almost zero upon adhesion and the opposed edges 24e are not overlapped each other.
  • the number of the notches 24 formed at each edge 11e is preferably set in a range of from 10 to 30 (namely 36 to 12 degree pitch around the tire axis).
  • the notches 24 at one edge 11e are aligned with those at the other edge 11e. But, the notches 24 can be staggered to improve the strength of the damper material.
  • the shift of the notches 24 at one edge 11e from the notches 24 at the other edge 11e is preferably in a range of 30 to 70 % of the pitch of the notches, preferably 50 % of the pitch of the notches in the longitudinal direction.
  • the thickness H of the noise damper 11 is not more than 45 mm and not more than 50 % of the width W.
  • Fig.5 shows a further example of the noise damper which is a modification of the Fig.4 example.
  • the thickness of the central portion Yc is increased to have a T-shaped cross sectional shape.
  • the thickness of the central portion Yc is substantially constant.
  • the thickness of the side portions Ye is also substantially constant.
  • the total volume v2 of the noise damper 11 is preferably not more than 20 %, but more than 0.4%, preferably more than 2 %, more preferably more than 4 %, still more preferably more than 8 % of the volume V1 of the cavity of the tire.
  • A is the cross sectional area of the cavity (which can be obtained by computed tomography scan for example)
  • Di is the maximum diameter of the cavity
  • Dr is the wheel rim diameter
  • pi is the circle ratio.
  • the cross sectional shape of the damper material when adhered namely, the noise damper 11 has to be symmetrical about the tire equator C. Accordingly, the cross sectional shape of the damper material is symmetrical about the centerline thereof.
  • the damper tends to become unstable. It is therefore, preferable that the maximum radial thickness H of the damper is not more than the width w measured at the joint surface 20 to be adhered. Furthermore, a cross sectional shape such that the maximum axial width does not occur at any position other than between the edges of the joint surface 20 is preferred from the viewpoint of the stability. More specifically, aside from rectangles, shapes of which maximum axial width occurs between the edges of the joint surface 20, for example, trapezoid, semioval, triangle and the like can be used.
  • Such cross sectional shape continues from one of the circumferential ends E to the other of the damper 11.
  • the circumferential ends E of the damper can be jointed in a form of a splice joint, butt joint or the like, using an adhesive agent or the like. Further, it is also possible to make the ends E unjointed, leaving a minimum gap therebetween to prevent their friction due to tire deformation during running.
  • the end portions may be decreased in the thickness as shown in Fig.6.
  • fixing of the noise damper 11 to the tread inner surface TS is preferably performed by using an adhesive agent or a double-sided adhesive tape.
  • synthetic rubber-based adhesive agents such as a solution type in which a synthetic rubber is dissolved in an organic solvent; and a latex type in which a synthetic rubber is dispersed in an aqueous medium, typically water
  • organic solvent alicyclic solvents such as cyclohexane; ketones such as acetone: aliphatic solvents such as hexane: and mixtures thereof are preferably used from the viewpoints of solubility, workability, cost and influence on working environment.
  • a chloroprene rubber-based solution type adhesive agent is preferred since it has an excellent adhesive strength and is also flexible and accordingly has a good resistance to bending and impact.
  • the content of the chloroprene rubber in the adhesive agent is preferably in a range of from 25 to 35 % by weight. If the content is less than 25 % by weight, the adhesive strength tends to be lowered. If the content is more than 35 % by weight, it becomes difficult to coat because of high viscosity. of course, other known adhesive agents can be used in the present invention.
  • the adhesion of the noise damper 11 to the tread inner surface TS is preferably performed in such a manner as applying an adhesive agent to the entire surface 20 of the noise damper, but a spot adhesion manner is also adoptable.
  • a carrier type tape 30A composed of a carrier material 31 such as a plastic film and unwoven fabric and an adhesive 32 on each side thereof as shown in Fig.7A
  • a transfer type tape 30B composed of an adhesive 32 only as shown in Fig.7B
  • numeral 33 is a release liner.
  • the transfer type tapes 30B are stretchable after applied, but the carrier type tapes 30A are less-stretchable. Therefore, the transfer type tapes 30B are preferred in order to prevent wrinkles due to the tape. From this point of view, the adhesive agents are also preferred.
  • a carrier type tape 30A is applied to the central portion Yc from the end to the end E, and a transfer type tape 30B is applied the side regions Ye as shown in Fig.5.
  • each release liner 33 is folded at the inner edge to form a strip extending beyond the side edge 11e for easy pull-out.
  • a primer can be applied to the tread inner surface Ts and/or the joint surface 20 before adhering the damper material.
  • the primer suitable for the tire is such that a synthetic rubber as the main component is dissolved in a solvent such as toluene, methyl ethyl ketone (MEK) or dimethylformamide (DMF).
  • the primer suitable for the noise damper is such that a synthetic rubber as the main component is dissolved in a solvent such as toluene, methyl ethyl ketone (MEK) or ethyl acetate.
  • the tread inner surface TS can be a smooth surface.
  • the pneumatic tire is vulcanized in a mold while pressurizing the inside of the tire by the use of an inflated bladder put in the tire.
  • the surface of the bladder is provided with vent grooves.
  • rib-like projections corresponding to the vent grooves are formed on the inner surface of the vulcanized tire. If such rib-like projections decrease the adhesive strength, it is desirable to smoothen the inner surface, for example, by removing the existing projections by means of grinding and the like, or alternatively by the use of a bladder of which outer surface is provided with a smooth zone corresponding the position to which the damper is adhered.
  • the mold releasing agent decreases the adhesive strength, it is preferable that the mold releasing agent is not used between the tire and bladder. But if the use of the releasing agent is avoidable, it is desirable to remove it by physical means such as buffing and/or chemical means such as organic solvent.
  • noise dampers having dimensions shown in Table 1 and cross sectional shapes shown in Figs.9A to 9E were prepared. They were attached to three types of motorcycle rear tires A, B and C by using an adhesive agent (No. 9383 made by NO-TAPE Industrial Co., Ltd.) and a carrier type double-sided adhesive tape (5000 NS made by Nitto Denko corporation).
  • an adhesive agent No. 9383 made by NO-TAPE Industrial Co., Ltd.
  • carrier type double-sided adhesive tape 5000 NS made by Nitto Denko corporation
  • the tire (type A) mounted on a rim of size 17xMT4.50 was run at a speed of 105 km/hour under the following conditions: tire pressure of 290 kPa, tire load of 1.86 kN and camber angle of 15 degrees, and the overall noise sound level (dB) was measured according to JASO c606.
  • Table 1 shows the results which are indicated as the difference from the sound level of control tire with no damper.
EP06013738A 2005-07-20 2006-07-03 Luftreifen mit geräuschabsorbierendem Einsatz Active EP1745947B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005210346A JP4299813B2 (ja) 2005-07-20 2005-07-20 空気入りタイヤ

Publications (3)

Publication Number Publication Date
EP1745947A2 true EP1745947A2 (de) 2007-01-24
EP1745947A3 EP1745947A3 (de) 2008-05-21
EP1745947B1 EP1745947B1 (de) 2009-10-14

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Family Applications (1)

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EP06013738A Active EP1745947B1 (de) 2005-07-20 2006-07-03 Luftreifen mit geräuschabsorbierendem Einsatz

Country Status (5)

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US (1) US20070017619A1 (de)
EP (1) EP1745947B1 (de)
JP (1) JP4299813B2 (de)
CN (1) CN1899862B (de)
DE (1) DE602006009730D1 (de)

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EP1777081A3 (de) * 2005-10-24 2007-06-13 Sumtiomo Rubber Industries Ltd Herstellungsverfahren einges geräuscharmen Reifens
WO2016051371A1 (en) 2014-10-03 2016-04-07 Pirelli Tyre S.P.A. Soundproof tyre for vehicle wheels
EP3228483A4 (de) * 2014-12-02 2018-07-18 The Yokohama Rubber Co., Ltd. Luftreifen und verfahren zur herstellung davon
CN108883674A (zh) * 2016-03-29 2018-11-23 耐克森轮胎股份有限公司 充气轮胎
CN110997349A (zh) * 2017-08-09 2020-04-10 株式会社普利司通 轮胎

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JP6255840B2 (ja) * 2013-09-24 2018-01-10 横浜ゴム株式会社 空気入りタイヤ
JP6259275B2 (ja) * 2013-12-17 2018-01-10 東洋ゴム工業株式会社 タイヤ内面への部材の貼り付け方法及びタイヤ製造方法
CN106457933B (zh) * 2014-04-30 2018-07-06 倍耐力轮胎股份公司 生产用于车轮的设有辅助部件的轮胎的方法
DE102015215738A1 (de) * 2015-08-18 2017-02-23 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen
JP6696145B2 (ja) * 2015-10-15 2020-05-20 横浜ゴム株式会社 空気入りタイヤ
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JP6601153B2 (ja) * 2015-10-28 2019-11-06 横浜ゴム株式会社 空気入りタイヤ
JP6672718B2 (ja) * 2015-11-06 2020-03-25 横浜ゴム株式会社 空気入りタイヤ
JP6658035B2 (ja) * 2016-02-05 2020-03-04 横浜ゴム株式会社 空気入りタイヤ
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JP7173474B2 (ja) 2018-05-15 2022-11-16 ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー 多層インサートを有するタイヤ
JP2020093680A (ja) * 2018-12-13 2020-06-18 株式会社ブリヂストン 乗用車用空気入りラジアルタイヤ
JP7140669B2 (ja) * 2018-12-17 2022-09-21 株式会社ブリヂストン 空気入りタイヤ
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EP1777081A3 (de) * 2005-10-24 2007-06-13 Sumtiomo Rubber Industries Ltd Herstellungsverfahren einges geräuscharmen Reifens
US7669628B2 (en) 2005-10-24 2010-03-02 Sumitomo Rubber Industries, Ltd. Method for manufacturing low noise pneumatic tire
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JP2007022445A (ja) 2007-02-01
EP1745947A3 (de) 2008-05-21
CN1899862B (zh) 2010-10-13
JP4299813B2 (ja) 2009-07-22
US20070017619A1 (en) 2007-01-25
EP1745947B1 (de) 2009-10-14
DE602006009730D1 (de) 2009-11-26
CN1899862A (zh) 2007-01-24

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